Controlling apparatus for plunger-brakes.



W. D. BALDWIN & F. C. FURLOW. CONTROLLING APPARATUS FOR PLUNGER BRAKES.

APPLICATION FILED APR. 16, 1908.

Patented Jan. 17,1911.

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W. D. BALDWIN & P. (L FURLOW. CONTROLLING APPARATUS FOR PLUNGER BRAKES.

. APPLICATION FILED APR. 16, 190K 931,909, Patented Jan 17,1911.

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entrain srarnanr are WILLIAM D. BALDWIN, OF NEW YORK, N. '55., AND FLOYD G. F URLOW, OF MONTCLAIfi, NEW JERSEY, A SSIGNORS T9 OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION NEW JERSEY. v

oon'rnonmns arranarus FOR rnunonannaxns.

esieoe.

- To all whom it may concern: v

Be it known that we, WILLlAM D. BALD- WIN and FLOYD C. FUnLow, citizens of the United States,residing, respectively, in New York city, in the county of New York and State of New York, and Montclair, in the county of Essex and State of New Jersey, have invented a new and useful Improvement in Controlling Apparatus for Plunger- Brakes, of which the following is a specification.

The present invention relates to brake mechanism adapted for'use with'elevators, and has for an object the provision of an electro-magnetic brake in conjunction with a plunger connectedto the elevator car when said car is operated by means other than fluid pressure applied to the lower end of the plunger. 1,

- Another object of the invention is to provide such a brake in connection with various other car controlling and safetyapplian'ces, and to provide means for automatically opcrating said brake whenever any of said appliances "are operated;

i Other objects of the invention will appear hereinafter, the novel combinations of elements being set forth in the appended claims.

Referring to the drawings, Figure 1 is a eneral view of an elevator system embodylng our invention; Figs. 1 and 1 are detail views of the plunger brake; Fig. 2 is an en larged detail view of'the' emergency brake mechanism at the bottom of the elevatorcar; and Fig. 3 is an end view of the same. The elevator car C is adapted to be lifted and lowered by means of an electric motor -M connected to the car by ropes or cables 1 scured to the top of the car, passing over the overhead sheaves 2, to the drive sheave 3 on the motor shaft, theoverhead sheave 4,

positive and negative mains (designated and respectively) connected to any suitable source of current supply. The-current is supplied to the motor through the electromagnetic reversing switches E and R controlled by the manual operating switch-S in the car. An electro-magnetic brake B of a Well known construction may be applied to the motor. In conjunction with the electric motor we use a hydraulic retarding de- Specification of Letters Patent. Patented Jan 1'7, 1911. Application filed April 16, 1908, Serial No. 427,547. 7 l

car as it is being lowered. This device, which is substantially like that shown in a co -pending application made by W. D. Bald- W111, Serial No. 330,113, filed August. 11,

1906, elevator control, comprises a plunger check valve 8 being placed in the pipe 6 and '65 a controlling valve 9 in the pipe 7Q The tank T containing fluid is depended upon to maintain the cylinder 5 filled with fluid for all positions of the plunger. A float F may be provided for automatically operating 21. valve to admit fluid from the supply pipe 10. into the tank T, or the tank may be filled at any time by opening the spigot 11. -Attached to the valve 9 isa bell-crank lever 12, one arm of which carries a weight 13, and the other arm of which is pivoted to the link l4. The upper end of the link 14 is pivoted to a core 15 movable within the solenoid 16 which is connected to the negative side of the potential switch A by wires 17 and 18, and to the variable resistance 19 of the car switch by means of the Wire 20.

Attached to the bottom of the car is an emergency brake or car safety device which embodiesthe principles set forth in Patents No. 376,374 and No. 665,225 issued to A. O. Ellithorpe and G. John, respectively. This apparatus is shown in Figs. 2 and 3 and comprises a metal frame-work 61 provided at either end with a pair of ivoted grip-' 9.0 ping jaws 57, 57 which are at apted under certain conditions to forcibly engage co-acting guide rails 41 to retard or stop the car.

27 designates a safety drum'which is rigidly a mounted upon a sleeve 83 adapted torotate in suitable fixed bearings secured to the frame 61. 'Right and left screw threaded,

' threaded ends butt against the ends of other screw-threaded rods 80 which areprovided with threads of the same pitch but arrangedin reverse order. The adjacent right and leftsorew threaded ends of the rods 69 and.

vice for limiting the speed of the elevator '55 integral with the gripping jaws 57. When i the parts of the safety device are in the position shown in Fig 2, which is their normal position, the gripping jaws are not in contact with the co-acting guide rails 41.

The operation of the'safetydevice may be" effected by rotating the safety drum 27 or by rotating the nuts79, 79, either operation causing the wedges to move outwardly and thus force apart the rollers 82, 82, thereby applying the gripping jaws to the guide rails with great pressure. th'e'nuts 79,79 is effected from the car by means of the hand lever 21 to apply or release the gripping jaws whenever desired, while the operation of the safety device by means of the safety drum 27, is effected automatically whenever the car exceeds a predetermined s eed. For this purpose, a speed governor (E is used, which is operated bya running cable 22 extending around the governor'sheave 23 and an idler sheave 24 at the bottom of the elevator shaft (Fig. 1), said cable being yieldingly connected to the car at25. A cable 26-is connected at one end to the governor cable 22, and has its opposite end wound about the safety drum 27 and secured thereto. When the speed of the car exceeds a certain predetermined limit, the governor balls fly apart sufiiciently to raise a rod 28 and with it the clamping jaws 29, which latter 0 erate to clamp the cable 22 and prevent it rom moving with the car. This causes the cable 26't0 be unwound from the safety drum 27, the rotation of which forces the screw threaded rods 69 to move outwardly to apply the gripping jaws to the guide rails thereby retarding or stopping the car.

The brake apparatus used in connection with the plunger 1 comprises a magnet solenoid 30, in this instance connected rig-. idly to the cylinder head H. Movable'within this solenoid is a core or armature 31, to the upper end of which is connected the stem This stem is in turn connected by the link 33 to the brake lever 34 which isrigid-ly connected to the cam member 35 between't'he brake shocsor gripping devices 36 in contact with the plunger. The cam 35 is pivoted at 37 to the support 38 mounted on top of the cylinder head H. \Vhen the solenoid 3 0 receives suflicient current, the core 31 Wlll be lifted, and so also the parts connected thereto, so as to release the gripping j'aws and The rotation of;

permit the plunger to be moved. When the current'is cut off the weight of the core 31 will effect the ap )lication of the brake, or, if this is not sufiicient, the weight39 may be placed on the outer. .end of the lever 34. A stop 40 may be placed in proper position to limit the downward movement of the lever 34 and hold the same where the cam 35 will have maximum effect in applying the jaws firmly to the plunger.

In operation, when it is desired to lift the elevator car, the hand lever 42 of the can switch Sis moved to the left to bridge the" contacts 43 and 44 which closes a circuit through the magnet coil 49 of the reversing switch R, which may be traced-as follows: From the positive main through the contacts 45 of the potential switch, wires 46, 47,

switch lever 42, contact 43, wire 48, reversing switch coil 49, wires 50 and 18, and con tacts 5,1 to the negative main. coii 419 now operates to connect the contacts 52 and 53 of the reversing switch R, which com-' pletes a circuit through the motor armature as follows: From the positive main, through contacts 45, wire 46,.contacts 52, wirej54, variable resistance 55, motor armature, wire 56, contacts 53, wire 18 and contacts 51 to the negative main. The operation of the car switch also closesa circuit through the magnet coil of the brake B, from the positive main, through contacts 45, wires 46,47, switch lever 42, contact 44, wire 58, coil 59 of the brake magnet, wires (30, 17 and 18, and contacts 51 to the negative main. The

brake shoe 64 will therefore be lifted, and

the motor" permitted to run in a direction to lift the car. The field. windings of the motor receive current through the wires 62 and 63- connected respectively toithe wires 18 and 46. The check valve 8 permits the water to flow freely into the cylinder 5 as the car rises. 'hen the car switch lever is moved back to central position, the circuits are opened to cut off the supply of current from the motor armature and brake magnet to stop the motor and apply the brake B. To cause the car to descend, the lever 42 is moved to the'right to engage the contacts 65 and 66 which are connected respectively to the magnet coil of the reversing switch R and the brake magnet coil 59 by the wires 67 and 58. The switch R closes a circuit through the motor armature in the reverse direction and causes the motor to run in a direction to lower the car. The weight of the car and its load, however, are usually sufficient to move the car downward without the assistunce of the motor, and in order to limit the downward speed of the'car the hydraulic retarding device is brought into operation. The check valve 8 which opens toward the cylinder 5 prevents any flow of fluid from the cylinder to the tank '1. \V'hen the lever '42 is moved to the right it engages a contact appliances.

(in and closes a circuit through the magnet solenoid 141 and the resistance It). 'llns (H'- cult is from the positive main through con- 'tacts 45. wires to. 4-7. switch lever 42, contact a (.--'n're:=ponding degree in its descent, l v

further movement of the lever 42 to the right, a section of the resistance 1!) is cut out to etlect a further upward movement of the core 15 and a greater opening of the valve 9. The car may then descend at a greater speed. 'llhe sections ofresistancc 19 may be of any number to secure the desire'd refinement of variation of speed of descent of the car, and the valve operating mechanism may be varied as desired, the particular form here set forth being merely by way of illustratiom When the switch moved to cause the car to ascend, the weight 13 automatically closes the valve 9 and fluid is drawn into the cylinder 5 from the tank T through the pipe 6. -To allow a quick upward movement of the car,- the pipe 6 is made comparatively large.

If desired, the pipe 6 and check valve 8 may be entirely omitted, in which instance electric connection must be made between the left-hand portion of the switch S and the solenoid 16. Then when the switch lever is moved to the left the valvev9 will be opened wide at once to allow frcedownward movement of the car. Preferably,

however, the pipe 6 with the check valve 8 'is included in the, retarding system-to insurethe cylinder 5 being filled with liquid at all times, even in case of failure of the valve-operating mechanism to act.

The electro-n'iagnetic brake for the plunger P is brought into operationin case of an emergency, or whenever any of the safety a 'ipliances are operated, as the same circuit controls said brake and the various safety This circuit is from the positive main through the contacts d5, wires 46, 47, the car safety switch 70, wire 71, upper stop limitswitch '72, governor switch 73, contacts 74, and emergency brake lever 21, wire 75, brake magnet coil 30, wire 76, lower limit switch 77, magnet coil 78 of the potential switch A, and to the negative main.

If the speed of the car should exceed a predetermined limit, the governor G will operate to lift the rod 28 and open the governor switch 73 before the clamping jaws 29 are brought into operative position. The opening of the switch 73 cuts oil current fromthe coil 30 of the plunger brake and permits it to be applied to the plunger P in the manner above described. 'hc opening of the switch 73 also deinernns the coil 78 of the potential switch A and permits it to open at the contacts 45 and 51, thus cutting off the supply of current to the motor armature and the brake l therefore he applied to stop the motor and as ist the brake forth: plunger in bringing the moving parts quickly-to rest. if the vspeed of the car should for any reason exceed that necessary toopcn the switch 73, the jaws 13'. will clamp the cable 22 and etl'ect the application of the emergency car brake. When the manual switch lever it is operated to apply the emergency brake, the circuit is opened at the contacts 74 and the result is the same. as whenthe governor opens the switch 73 and operates the clamping jaws 28 The opening of the car safety switch or the upper limit switch 72 or lower limit switch 77 will operate to apply the brake to the plunger 1 and also effect the opening of circuits for the motor armature and brake magnet 59.

Obviously the controlling circuit forthcvplunger brake magnet might include other forms of safety appliances than those here shown, the particular forms of such appliances depending largely upon the type of elevator system to which our invention is applied.

Various changes in the details of construction and arrangement of parts other than those herein disclosed might be made by those skilled in the art without departing from the spirit and scope of the invention, and we wish therefore not to be limitedto the exact construction shown.

What we claim as new and desire to secure by Letters Patent of the United States 1s:

1. In an elevator-system, the combination with a car, of incansfor lifting and lowering the, car, a plunger hung from the car, a brake, safety appliances for the car, and means for automatically applying the brake The brake I) will to the plunger when the safety appliances 10 are operated.

2. In an elevator system, the combination with a car, of an electric motor, driving cohnections between the car and motor, a plunger attached to the car, an electromagnetic brake for the plunger, a controlling circuit for said brake independent of the operating and controlling circuits of the motor, and

means for interrupting said brake circuit at predetermined points in the car travel.

3. In an elevator system, the combination with a car, of a rod or plunger connected thereto, an electro-n'iagnetic brake for the rod or plunger, an electric motor, an electromagnetic potential switch controlling the supply of current to the motor, a circuit comprising the magnet coils of said brake and switch, and means for controlling said 'c1rcu1t.

4. In an elevator system, the combination Controlling switch in the car, a plunger attached to the car, a brake adapted to be applied to the plunger, a brake for the motor and means independent of the motor controlling switch for; controlling both of said brakes.

' controlled by said lever ger depending from the car, an electro-magnetic brake, an electro-magnetic potential switch controlling the motor circuits, limit switches, a -nd a circuit in which the limit switches and the coil windings of the poten-' tial switch and said brake are included.

7. In an elevator system, the combination with a car, of an electric motor, reversing switches, a manual switch in the car for controlling thereversing switches, a hydraulic retarding device, and means for controlling said retarding device by the movement of the car switch in one direction.

8. In anelevator system, the combination with-a car, of an electric motor, reversing switches for the motor eircuits,,a controlling switch in the car, a plunger suspended from the car, a plunger cylinder, means for supplying fluid to the cylinder, an electro-magnetically operated device for controlling the flow of fluid from the cylinder as the car is lowered, and means for effecting the operation of said devicewhen the carswit'ch is moved in a direction to cause the car to-de- "s cend. 9. In an elevator, the combination with a car, of a plunger, means independent of the plunger for operating the car, a brake associated with said operating means, an additional brake for said plunger, and means common to both brakes for effecting their application upon excessive speed of the car.

10'. In an elevator, the combination with a car, of an electric motor, driving connections between the ear and motor, a plunger hung from the car, friction brakes associated with saidmotor and plunger, a manually o erable switch for effecting the application 0 one of said brakes, and the same automatic means for effecting the application of both of said brakes.

In testimony whereof, We have signed our names to this specification in the presence of two subscribing witnesses.

WILLIAM D. BALDWIN. FLOYD C. FURLOW. \Vitnesses: I

1V. W. LIGHTHIPE, CHAS. M.-TRIGGEN. 

